Wholly mechanical, automatic, continuous, and substantially frictionless converters of rotational motion



Dec. 19, 1961 J. F. G. M. L. CHARPENTIER WHOLLY MECHANICAL, AUTOMAT Y 15 Sheets-Sheet 1 3,013 TANTIALL IC, CONTINUOUS, AND SUBS FRICTIONLESS CONVERTERS OF ROTATIONAL MOTION Filed Oct. 8, 1958 4 mmm 5 4 m Wm B 02 q 7 /2 2 m 2% B I 2 r .p w 5 7 7 q H m5. m Q A w v. 2 O f u 5 m MES Q N 5 c2 o 2 3 6 ii 0 1951 J. F. e. M. CHARPENTIER 3,013,446

WHOLLY MECHANICAL, AUTOMATIC, CONTINUOUS, AND SUBSTANTIALLY FRICTIONLESS CONVERTERS OF ROTATIONAL MOTION CON VEETED 75 ue 75 /v f-Bor x Baa/v05 F. G. M. L. CHARPENTIER 6 MECHANICAL, AUTOMATIC, CONTINUOUS, AND SUBSTANTIALLY FRICTIONLESS CONVERTERS OF ROTATIONAL MOTION Filed 00 8, 1958 l5 Sheets-Sheet 3 Dec. 19, 1961 WHOLLY QIIIGRAM a VPMEO M233. 0 m 959 Dec. 19, 1961 J. F. G. M. CHARPENTIER 3,013,446

WHOLLY MECHANICAL, AUTOMATIC, CONTINUOUS, AND SUBSTANTIALLY FRICTIONLESS CONVERTERS OF ROTATIONAL MOTION 1958 15 Sheets-Sheet 4 Filed Oct. 8,

A W QEE EL 5% 5w Dec. 19, 1961 3,013,446 TANTIALLY ON F. G. M. L. CHARPENTIER WHOLLY MECHANICAL, AUTOMATIC, CONTINUOUS, AND SUBS FRICTIONLESS CONVERTERS OF ROTATIONAL MOTI Filed Oct. 8, 1958 Com/2:75 0440mm 0F OPEQAT/OA/ OF/M/ ENG/NE CONVE/ETER- Cot/PA 0 SyJrEM MAX 07 H2 0 C 1 m n z g C m 300.- /5o- I Q m+s we-e Cup 1/5.:

DUO m him Dec. 19, 1961 J. F. G. M. CHARPENTIER 3,013,446

WHOLLY MECHANICAL, AUTOMAT CONTINUOUS, AND SUBSTANTIALLY FRICTIONLESS CONVER 5 OF ROTATIONAL MOTION Filed Oct. s, 1958 15 Sheets-Sheet 6 w m M 1 u C J m m N a Dec. 19, 1961 F G M. L. CHARPENTIER 3,013, 46

WHOLLY MECHANICAL, AUTOMATIC, CONTINUOUS, AND SUBSTANTIALLY Filed 001:. 8, 1958 FRICTIONLESS CONVERTERS OF ROTATIONAL MOTION l5 Sheets-Sheet '7 1961 J F G M. L. CHARPENTIER 3,013,446

WHOLLY MECHANICAL, AUTOMATIC, CONTINUOUS, AND SUBSTANTIALLY FRICTIONLESS CONVERTERS OF ROTATIONAL MOTION Filed Oct. 8, 1958 15 Sheets-Sheet 8 cc F5. /5

M. L. CHARPENTIER UTOMATIC, S CONVERTERS OF ROTAT 3,013,446 AND SUBSTAN'IIALLY IONAL MOTION 15 Sheets-Sheet 9 Dec. 19, 1961 WHOLLY MECHANICAL, A CONTINUOUS FRICTIONLES Filed Oct. 8, 1958 dz? cafe/g 600 i NUVw K0 v5 wu 7 Two 5% TEM: 0F -{Rem/6.3 0:

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WHOLLY MECHANICAL, AUTOMATIC, CONTINUOUS, AND SUBSTANTIALLY FRICTIONLESS CONVERTERS OF ROTATIONAL MOTION Filed ()Ct. 8, 1958 15 Sheets-Sheet 1o 1961 J. F. G. M. L. CHARPENTIER WHOLLY MECHANICAL, AUTOMATIC, CONTINUOUS, AND SUBST FRICTIONLESS CONVERT 3 OF ROTATIONAL MOTION Filed Oct. 8, 1958 15 Sheets-Sheet 11 I a O m w M 0 E w e a u a I! am "a 6 D s w f c 4 a 5 u K L D .3 2 am e 5 2 o WV T m l m 5 w muQ m.. $ua.S L JQ fib i NUMBER OF SPIRES Dec. 19, 1961 J F G M L. CHARPENTIER 3, 1 446 3, WHOLLY MECHANICAL, AUTOMATIC, CONTINUOUS, AND SUBSTANTIALLY FRICTIONLESS CONVERTERS OF ROTATIONAL MOTION Filed Oct. 8, 1958 15 Sheets-Sheet 12 Dec. 19, 1961 J F G WHOLLY MECHANICAL, 'AUT'O M. L. CHARPENTIER 3,013,446 MATIC, CONTINUOUS, AND SUBSTANTIALLY FRICTIONLESS CONVERTERS OF ROTATIONAL MOTION Filed Oct. 8. 1958 15 Sheets-Sheet 15 F. cs. M. L. CHARPENTIER 3,013,446 AUTOMATIC, CONTINUOUS, AND SUBSTANTIALLY s CONVERTERS OF ROTATIONAL MOTION Dec. 19, 1961 J.

WHOLLY MECHANICAL FRICTIONLES Filed Oct. 8, 1958 15 Sheets-Sheet l4 cur 66- Z P- o I o 3 a 2 2 2 m 3 v, .4 2 .2 a

0 2 O a I H a 3 A a w O k A u I l I 0 23 J /7/7/7/7 2 2 a n w m A h r/u// X 7 r A Q 2 6? 3 4 .4 W3 w whfl J. F. G. M. L. CHARPENTIER ECHANIC Dec. 19, 1961 3,013,446

WHOLLY M AL, AUTOMATIC, CONTINUOUS, AND SUBSTANTIALLY FRICTIONLESS CONVERTERS OF ROTATIONAL MOTION Filed Oct. 8, 1958 15 Sheets-Sheet 15 Cu-r F United States Patent WHOLLY MEQHANI'CAL, AUTOMATIC, CONTIN- UGUS, AND SUBSTANTHALLY FRICTIONLESS CONVERTERS F ROTATIONAL MOTION Jean F. G. M. L. harpentier, 254 N. Highland Akron 3, Ohio Filed (let. 8, 1958, tier. No. 817,700 10 Claims. (Cl. 74-752) This invention relates to rotary motion converters or transmissions which are automatically responsive to torque and speed, and capable of use, for example, as an automatic transmission for a motor vehicle.

The object of this invention is to provide a new type of converter of motion, which is wholly mechanical and able to automatically achieve the continuity of the transmission of motion from an engine to a resistance in an integral process, i.e. independently of the variation of the power provided from the engine as well as of the difierence of magnitude which can arise from any one of the opposed driving and resisting torques or forces. Such an achievement is permanently maintained by an efficiency the coeflicient of which remains close or equal to unity within the full operating range.

The operation, which consists of a progressive, simultaneous and continuous adaptation to the required magnitude of all the variables included in the mechanical power equation, is controlled by only the differential eiiect due to the opposed driving and resisting forces applied on the converting mechanism, and their combination with the natural intrinsic forces generated on the components of said converting mechanism as the consequence of the motion itself. In a general manner the converters are able to perform the following operations:

(1) To engage an engine against a resistance as soon as the power provided by the engine reaches a predetermined value,

(2) To permanently maintain, after said engagement is achieved, a steady state of equilibrium between the absolute values of the converted driving force and the opposed resisting force, both applied on the driven member, while adapting at the corresponding value the angular speed ratio of the driving and driven members,

(3) To lock together the components of the converting mechanism, for connecting both the engine and resistance in direct drive as soon as the specific required conditions are satisfied,

(4) To achieve under an imperceptible manner said self-locking operation, by providing the parameters of the final speed ratio device, implied in the link of the partial ratios whose total product determines the angular speed ratio between the driving and driven members, with such an adequate predetermined value that said self-locking operation as described above, can only be performed when the rotational speed transmitted to the driven member through the converting mechanism, becomes equal to the proper rotational speed of the driving member,

(5) To unlock, under a reciprocal imperceptible manher, the components of the converting mechanism in order to disconnect the driving and driven members and start in operation the converting mechanism chiefly in the two following cases:

(A) When the increasing absolute value of the resisting torque impels the driving torque to reach a predetermined value which is chosen as being properly smaller than that of the maximum torque, specific of the considered curve of torque versus rotation corresponding to any constant value of the parametrical opening angle of thet carburetors choke-throttle,

(B) When a definite increasing rate of the driving torque is abruptly applied on the converting mechanism.

(6) To disengage the engine from the resistance as soon as the power provided by the engine reaches said predetermined value enunciated in paragraph No. 1,

(7) To repeat, under a similar manner, the same cycle of operation as described above for every one of the infinite number of the power-curves family that a fuel engine can provide as a function otthe infinite number of values taken by the opening angle of the carburetors choke-throttle, i.e. for an infinity of values of the rate of consumption of energy, and doing so, to satisfy the enunciated Integral solution to the problem of the automatic stability required from the continuity of the transmission of motion for any magnitude of power provided by an engine, to any increase of the magnitude of the opposed resistance.

(8) To utilize the engine as a braking device when idling by connecting both the driving and driven members, in the case their functions are reversed, as it is the case of a vehicle running down hill. Moreover, said mechanism which in such a case automatically connects driving and driven members for using the engine as a braking device can be neutralized by means of an appropriated hand-control system which enables the motive wheels of a vehicle to freely rotate for recovering the stored kinetic energy due to the motion.

(9) Independently of the scope of the automatic operations as described above, whole or partial compo nent of the converters mechanism and the fixed casing can be locked by means of a hand-control device, and in doing so, to provide the vehicles with a device known as a parking-brake In the drawings, FIG. 1 is a diametric cross-sectional View through a transmission incorporating the principles of the invention; FIG. 2 is a cross-sectional view taken on line 13-13 of FIG. 1; FIG. 3 is a view similar to a portion of FIG. 1 but of a modification of the invention; FIG. 4 is a diagrammatic showing of the overlapping power strokes of a plurality of rocker arms; FIG. 5 is a series of power curves of an engine at various throttle openings; FIG. 6 is a view like FIG. 5 and showing the torque curves at the same throttle openings; FIG. 7 is a force diagram of the principal components of the mechanism; FIG. 8 is a fragmentary prospective view of a simplified mechanism drawn to explain the operation of the transmission; FIG. 9 illustrates the operating curves of the transmission in conjunction with the engine torque curves; FIG. 10 is an enlarged diametric sectional view of the drive crank and counterbalancing mechanism;

FIGS. 11 and 12 are taken on line D-D of FIG. 10 and show the crank and counterbalance in Zero and maximum drive position respectively; FIGS. 13 and 14 are taken on line C-C of FIG. 10 and show details of the crank return spring; FIG. 15 shows a curve of forces on the crank and that the spring prevents crank movement until rpm. is reached; FIG. 16 is a curve wherein constant r.p.m. input is maintained regardless of load changes; FIGS. 17 and 18 are typical spring combinations which may be used to resist outward centrifugal move-,

ment of the crank in order to obtain the curves of FIG. 16; FIG. 19 is a diagrammatic showing similar to FIG. 2, the relative position of the crank, connecting rods and rocker arms as the transmission reaches direct drive; FIG. 20 is a cross-sectional view of the improved overrunning clutch between each rockerarm and its support shaft and showing the counterbalance on the rocker arm; FIG. 21 is a diagram of forces of the clutch of FIG. 20; FIGS. 22, 23 and 24 all show springs which can be utilized in the clutch of FIG. 20; FIG. 25 is an enlarged fragmentary showing of the ends of a plurality of interlaced springs,

for example to transmit heavy horsepower; FIG. 26 is a view like PEG. but showing the anchored ends of the interlaced springs; FlG. 27 is a longitudinal sectional view of a modified overrunning spring clutch wherein the spring works in tension (rather than in compression, as in the springs already illustrated); F G. 28 is a crosssectional view taken on line A-A of FIG. 27; F165. 29, 30 and 31 are enlarged diagrammatic views of cross-sectional spring band shapes which may be employed; FIG. 32 is a force diagram showing the forces existing in a standard crank arm, connecting rod and rocker arm assembly as the crank arm turns into alignment with the connecting rod; and FIGS. 33 and 34 are respective longitudinal and diametric cross-sectional views of a modified form of the invention.

The converter is made of two fundamental units: the first unit provides a chain of motion between the driving and the driven shafts of the transmission mechanism; and the second unit constitutes the automatic controlling or adjusting mechanism. The two fundamental units are present in the two types of converters given as examples hereinafter. Each one of said two fundamental units can be utilized together or separately or in combination with all other devices adaptable to them.

A preliminary understanding of the principles of operation of the invention can be gained from a consideration of the schematic drawing of FIG. 8. In this figure the numeral 150 indicates a driving shaft journalled by bearing rings 152 and 154 in a fixed casing 156. The driving shaft 150 is in alignment with a driven shaft 158 journalled by a bearing ring 160 in the fixed casing 156. Secured to the driving shaft 150 is a disc-like member 162 carrying a pivot pin 164 which is parallel to the driving shaft 150, but with the pivot pin 164 being offset radially from the axis of the driving shaft. The pivot pin 164 pivotally supports a crank arm 166 which swings radially outwardly in a guide track 168 under the action of centrifugal force as the member 162 is rotated by the driving shaft 153, and a spring 170 acts to return the crank arm 166 to its innermost position as the rotary speed of the member 162 drops to a slow or idling speed.

The crank arm 166 carries a crank pin 172 which pin, during the slow or idling speed of movement of the disc member 162 is substantially in alignment with the axis of the driving shaft 150, but which pin moves radially outwardly from the axis of the driving shaft as the crank arm 166 swings outwardly in the track 168 under the action of centrifugal force as the driving shaft 150 is speeded up.

Mounted substantially in the plane of the crank arm 166 is a rocker arm 174 pivotally connected at 176 with a connecting rod 173 which is pivotally connected with the crank pin 172. The rocker arm 174 is mounted upon a shaft 180 (which may be called a planetary shaft because it mounts a planetary gear) by means of an overrunning one-way clutch 182, and the shaft 180 is journalled by a ring bearing 184 in a rotary casing 186 mounted for rotary movement inside the fixed casing 156. The rotary mounting of the rotary casing 186 in the fixed casing is effected by securing the rotary casing to the driven shaft 158 at point 183, and by forming the rotary casing 136 with a hollow trunnion 199 at its other side, the hollow trunnion 190 being carried between bearing rings 152 and 154, and with the driving shaft 150 extending through the trunnion inside of the bearing ring 154 in the manner shown.

The end of the shaft 180 opposite to the rocker arm 174 is secured to a planetary gear 192 which engages with a sun gear 194 rotatably mounted upon a ring hearing 1% carried by a hollow trunnion 198 formed integral with the fixed casing 156, with the trunnion 198 receiving a second ring bearing 2% to additionally support the driven shaft 158. The sun gear 194' is provided with an overrunning one-way clutch 262 which permits the sun gear to rotate in one direction but not the other.

Completing the assembly, an overrunning one-way clutch 204 is provided between the trunnion 190 and the driving shaft 150, and an overrunning one-way clutch 96 is provided between the trunnion 190 and the hollow sleeve 208 formed integral with the fixed casing 156.

In the operation of the apparatus as described with the driving shaft 151% turning in the direction shown by the arrow, but at relatively slow or idling speed, the crank arm 166 remains at its innermost position with crank pin 172 being in alignment with the axis of the driving shaft so that no oscillating movement is given to the rocker arm 174 with the result that no rotary motion is trans-- mitted to the driven shaft 158.

Assume now that forward motion or drive through the transmission is desired and the operator opens the throttle of the engine driving the driving shaft 159. At this time the rotary movement of disc member 162 speeds up and crank arm 166 is thrown out centrifugally to move crankpin 172 into a position radially offset from the axis of the driving shaft 150. Then with crank arm 166 acting as a crank through connecting rod 178 rocker arm 174 is oscillated back and forth, the extent of oscillation, i.e. the total arcuate distance moved being a direct function of the distance that the crank arm 166 has moved out centrifugally. The oscillating movement of rocker arm 174 is converted to intermittent rotary movement of shaft 189 and planetary gear 192 in the direction of the arrow shown on the gear by means of the one-way clutch 1S2. Planetary gear 192 turning in the direction of the arrow attempts to turn the sun gear 194 in the direction of the arrow shown on it, but this movement is prevented by the one-way clutch 202 and the result is that the sun gear 194 stays stationary and the planetary gear 192 rolls around it carrying with it the rotary casing 186 to thereby rotate the driven shaft 153 in the direction shown by the arrow.

It should be explained here that in the commercial embodiment of the apparatus of the invention as herein after explained in conjunction with the remaining figures of the drawings that a plurality of rocker arms 174, shafts 130, planetary gears 192, and so forth, will be placed ci cumferentially around crank arm 166 whereby the intermittent rotary motion given the driven shaft 158 by but a single rocker arm 174 is converted to a continuous rotary motion to the driven shaft as the plurality of rocker arms effectively operate in turn, this overlapping action being schematically shown in FIG. 4 of the drawings.

It will be understood, also, that as the throttle is initially opened with a vehicle at dead stop the mechanical ad vantage provided by the mechanism will be at a maximum and a large starting torque will be transmitted to driven shaft 158. But as the vehicle begins to come up to speed and the torque requirements on driven shaft 158 are reduced the mechanical advantage of the mechanism is reduced until such time as the transmission reaches a 1 to 1 drive between the driving shaft and the driven shaft. At this time the crank arm 166 is at its most outward position, the rocker arm may engage with the rotary casing 186 as described in conjunction with the remaining figures of the drawings, rotary motion between the planetary gear 192 and the sun gear 194 ceases, with rocker arm 174, shaft 180, rotary casing 186, planetary gear 192 and sun gear 194 all turning as a unit with the driven shaft 158, the overrunning clutch 202 allowing the sun gear to turn.

Coming back once again to the condition of the mechanism with the engine turning the driving shaft 150 at a slow or idling speed it may be desirable, and usually is, to have a gear shift lever movable from operative to neutral position. With the gear shift lever in operative position, or drive the operation is as heretofore described. However, an operator often wishes to place a transmission in a neutral condition so that in starting an engine the engine can be revved up, as in warming up, without any movement of the vehicle. With the transmishollow lHlZiiliOIl 1% causes the clutch sion of the present invention a control lever 210 to place the transmission in neutral will simply release clutch 202. Inasmuch as such means are known the details of the release have not been illustrated. This will keep the sun gear from locking against rotary motion in the direction shown by the arrow, so that the sun gear 194 will be rotated by planetary gear 192 instead of having the rotary casing 186 rotated, and the driven shaft 158 will not move with the lever Elli in neutral position.

Considering now the operation of the transmission when the driven shaft 158 drives back through the mechanism to the driving shaft for example when a motor vehicle is going down hill and no gasoline is being fed to the engine. At this time a 1 to '1 drive is established between the driven shaft 158 and the driving shaft 150 by means of the clutch 294. More specifically, the driven shaft 158 will turn the rotary casing 185 which through Ztl-i to pick up the driving shaft 150 and carry it with the rotary casing. In order to establish a free wheel condition clutch 2% must be held against engagement and a control lever 212 may be provided for this purpose using known mechanism for clutch release.

Clutch 2% is simply a slip-back preventer so that when a motor vehicle including the automatic transmission of the invention comes up to a stop light half-way up a hill and the vehicle attempts to slide back down the hill as the engine throttle is closed, with the drivenfshaft 1S8 tending to turn in the direction opposite to the arrow ShOWlIl in association therewith rotary casing 186 and hollow trunnion 190 attempt to turn in the same direction which will cause the clutch 2% held by the fixed casing 156 to operate and prevent such slip-back movement.

It will be noted that no reversing mechanism has been shown in association with the transmission, but it will be recognized by those skilled in the art that this can be achieved in various ways, for example, by a standard reversing mechanism.

A typical commercial embodiment of the invention, illustrated in FIGS. 1 to 21, comprises a fixed housing C FIGS. 1, 2 and 3, supporting the whole device. Said fixed housing C consisting of the central element it on the front face the fore end plate Eli on which is fixed the fore hub 13; on the rear face, the aft end plate 12 and fixed on the aft hub 14. Inside said fixed housing C is coaxialiy mounted a rotating casing C consisting of the cylindrical body 2t? with, on the front face the fore end plate 21, the drum 21 and the hub 23; on the rear face the aft end plate 22 and the shaft 24 integral with same, which is the driven member D of the unit. The fore hub 23 is free to rotate inside the corresponding fore hub 13 of said fixed housing C by means of the bearings 13 While the aft shaft 24 is free to rotate inside the aft hub 14 of said fixed housing by means of the bearings 14 The driving shaft 3t; is mounted free to rotate, by means of the bearings 2-3 in the fore hub 23 of the rotating casing C and transmits inside the nominal motion i.e. the motion received from the external source of power. All the components above described: fixed housing, rotating casing, driving shaft and driven shaft are coaxially mounted, and rotate about the central rotational axis X X Between the drum 13 of the fore hub 13 of the fixed housing C and the drum 2.1 of the fore end plate 21 of the rotating casing C an automatic one-way brake B FIGS. 1 and 3, consisting of a clutch-band 15 is provided which acts, as will hereinafter appear, to prevent rotation of the rotating casing C in a direction opposite to the rotation of the driving member D or backward direction, but which freely permits rotation in the same direction as the rotation of said driving member D or forward direction.

The converting mechanism is located inside the rotating casing C This mechanism receives the nominal motion from the driving shaft 3% by means of the circular crank arm 31, integral with same, and provided with a crank-pin bearing 32, FIG. 10, bored at a definite distance r FIG. 7, from the central rotational axis X X The head pin 74,, of a primary connecting rod 74 having the shape of a single-throw crank shaft, FIG. 10 is mounted free to oscillate inside the above crank pin bearing 32 of the driving crank arm 31 and, therefore, is carried along by same at the tangential nominal velocity while the tail pin 74 of said primary connecting rod 7d, has a variable tangential velocity which varies as a direct function of the distance r;;, FIGS. 1, 7, 8, of its geometrical axis X X from the central rotational axis X X The magnitude of the radius of the primary connecting rod 74, which is defined as the distance extended from the geometrical axis X X of its head pin 74 to the geometrical axis X742X742 of its tail pin 74 has no limitation, but a preferred magnitude is one that is equal to the nominal radius r of the crank pin bearing 32, because this particular value enables the axis X' X of the tail pin 74 to come in coincidence with the central rotational axis X X and, in doing so, to achieve a neutral position whereby the said distance 13;, which generates the ampli tude of the transmitted motion, vanishes while at the same time and although the driving member continues to rotate, the transmitted motion diminishes to zero. Said nominal radius r of the crank pin bearing 3-2 is defined as the distance extended from its geometrical axis X X to the common central rotational axis X X The circular crank arm 31 of the driving member D is provided with a guide 31 in the form of a circular arc, FIGS. 1, 3, l0 and 12, rigidly mounted on its rear face, which maintains in the correct position the corresponding oscillating base 74 of the primary connecting rod "/4 which is provided with a corresponding circular groove 7%, in order to prevent the distortion which could result from the bending moment generated on its tail pin 74 by the reaction of the converted driving force F transmitted by the heads 75 of a series of secondary connecting rods '75 which are mounted free to rotate on the tail pin 74 and compelled therefore to follow its trajectory while each tail 75 of said secondary connecting rods 75 are separately connected with the head 45 of the arm 45 of a corresponding series of selective receiving devices S which are distributed circularly and whose longitudinal axes are spaced at equal intervals inside the rotating casing C and mounted free to rotate by means of the bearings 21, and 22 and ball bearings 21; and 2 2 mounted respectively on the fore end plate 21 and the aft end plate 22 of the rotating casing C The moment M relative to the central rotational axis X X of the center of gravity g of the oscillating com.- ponents, i.e.: the primary connecting rod P and the part of the masses applied on the tail pin 74 of same by the series of the secondary connecting rods 75, is balanced by the moment M =M obtained from an appropriate system of counterweights 76, 74 and 76 shown FIGS. 10, ll and 12, whose synchronized and opposite angular displacement of the center of gravity g -maintains permanently located on said rotational axis X X their resulting center of gravity G The counterweight 76 is diametrically opposed and similarly disposed, on the aft face-of the driving crank arm 31, as the primary connecting rod P its head pin 76 is mounted free to oscillate in the crank pin bearing 33. On the fore ends 74 and 76 of the head pins 74 and 76 of the primary connecting rod and the counterweight 76 located on the fore face of said crank arm 31, are mounted the elements of the synchronizing device which comprise any appropriate complementary counterweights or compensating members 74 and 76 whose toothed bases 7% and 76 are meshing with a sun gear 77 mounted capable of oscillating around the driving shaft 30, and provided with a spring circularly guided and compressed between said driving shaft 30 and sun gear 77 such a manner that the resulting tanends has for the effect of maintaining the tail pin 74 of the primary connecting rodantenna ,7 P in the neutral position when the driving shaft is at rest or rotating under a low predetermined rotational speed, FIGS. 10 and 13.

The tail pin 74 of the primary connecting rod P transmits, through the secondary connecting rods 75, to the arms 45 and to the tubular shaft integral with same, an osciliating motion whose amplitude is a direct function of the magnitude of the distance r described above, while the corresponding variable force applied on the heads 45, of said arms of the selective receiving devices determines the converted driving force F FIG. 7, whose intensity is a reverse function of same while depending on its magnitude at every instant of time t; thus the variable, geometrical and immaterial distance 1- is, in fact, the instantaneous equivalent converting radius of this converting mechanism; but it is a dependent variable whose magnitude depends upon the equilibrium conditions of the two opposed systems of forces applied on the tail pin 74 of the primary connecting rod 74 i.e.: which is opposed to the resisting force F FIG. 7, the resulting centrifugal force F applied on the rotating components of the converting transmitting mechanism, which is opposed to the centripetal component P of the nominal tangential driving force F As will hereinafter be established said instantaneous equivalent converting radius r increases with either the relative increase of the nominal tangential driving force F or the relative decrease of the resisting force F and decreases With either the relative decrease of the nominal tangential driving force F or the relative increase of the resisting force P in order to permanently satisfy the conditions: T =F '1' between the nominal torque T the resisting force P and said instantaneous equivalent converting radius r As it is shown in FIGS. 2, 7 to 10 and 19, the primary connecting crank rod 74 constitutes at the point B and with each one of said secondary connecting rod 75, an articulated connecting rod 74-75, whose configuration varies as a function of the angle g0=6+fl, equal to the sum of the rotational motion corresponding to the variation of the angle 6=f( and the radial, or oscillating motion corresponding to the variation of the angle 9.

In operation, the articulation B of the articulated connecting rod 74--75 is permanently maintained in state of equiiibrium, as shown in FIG. 7, under the double and variable action of the tangential and radial systems of opposed forces, which respectively comprise:

The tangential converted driving force F and the tangential resisting force: F F

The centrifugal force F =;1zw 1- generated by the rotational speed V=r w which is applied on the mass m of the rotating parts carried by said articulation B; and the centripetal force P or radial component of the nominal tangential driving force F which generates the motion.

Since the motion of the converting element 74 is composed of the adidtion of rotation and oscillation, it is justified to refer the analysis of the converting oscillating motion of the articulation B to a system of axis rotating at the same angular speed as the driving member D Under this condition and from steady state operation for which the angle fi constant, and the articulation B rotates at a constant distance: r =constant, from the central rotational axis X X as shown in FIG. 7; some increase AF of the tangential resisting force F which disrupts the initial steady state of equilibrium has for an elfect to start in operation the converting mechanism whose converting process is then achieved as follows:

The new resistance F =F +AF applied on the head 45, of the selective receiver member S which disrupts the initial steady state of equilibrium gives, in turn, a supporting point to the tail 75 of the articulated connecting rod C and in doing so, enables the tangential The converted driving force F g A nominal force F of the driving crank arm 31 to directly operate against the centrifugal force F by means of its centripetal component F But the magnitude of said centripetal component P increases with the angle 9 and, consequently compels the articulation B to move towards the central rotational axis X X in a centripetal motion whose effect tends to align the two semi-elements 74 and of said articulated connecting rod C while simultaneously decreasing the distance 1' which has the property to be both at the same time, the driving torque radius and the resisting torque radius, that which results in the achievement of the double following conversion:

(A) The increase of the magnitude of the tangential converted driving force P which tends to infinity when the angle approaches the value rr/ 2.

(S) The decrease of the magnitude of the Relative Resisting Torque Radius" 2' which tendsto hccom equal to Zero when the angle o approaches the value 1r/2 and in doing so, to eliminate the consideration of the opposite driving and resisting torques which will be no longer considered and replaced by the simpler system of the opposed driving and resisting forces F and F This elementary analysis shows that:

While the increase of the rotational motion of the driving member 31 has for the effect of increasing the magnitude of the tangential converted driving force P and, in doing so to enable it to get the magnitude required to equilibrate the new tangential resisting force ER the decrement Ar of said relative resisting torque radius rfrom the initial value r to the final value r =r Ar has for a first effect to directly decrease the magnitude of the centrifugal force F thus the articulation B is simultaneously subjected in the radial direction to an increasing centripetal driving force P and to an opposed decreasing centrifugal force F the consequence of such a condition seems at first sight that said articulation B must be directly driven on the central rotational axis X X position which corresponds to the disengaged condition. But, at the very same time the decrement Ar of the relative resisting torque radius r has for a second effect to generate a corresponding decrement of the resisting torque since: T =F r FIG. 7, that which results in a release of the engine whose rate of rotation instantaneously increases and, with it, the centrifugal force F as the square power of the rotation, that which enables it to rapidly resist to the thrust of the centripetal force P such a manner that a new steady state of equilibrium can be obtained with the new values of the variables, as follows:

The selective receiving devices are composed of a driving member (the oscillating tubular driving shaft 40) and a driven member (the internal shaft 50 which is free to rotate inside same). Both of these shafts are connected by an automatic one-vay clutch, which is spiral shaped and mounted between the above described driving and driven members, and whose one end is attached to the driven member 50 While the second end is free relatively to said driven member 50. The clutch band 60, FIGS. 1, 3, 20, is wound in a backward spiral or backward rotational direction, with a certain clearance around the driven shaft 50; the coil is loaded by an initial resistance to expansion from the inner cylindrical wall 40 of said oscillating tubular driving shaft 40, which is obtained by the change of configuration underwent from its initial conical shape envelope under natural free molecular state equilibrium, as shown in FIGS. 22, 23 and 24 to its constrained final cylindrical shape envelope after introduction inside the oscillating tubular driving shaft 40, as shown in FIGS. 1, 3, 20 and 27.

FIG. 21 illustrates the corresponding static pressure distribution applied by the spires of the coil on the internal cylindrical wall 40 of the driving shaft 40. As the result of this disposition, during the part of the oscillating motion in backward rotation, the inner cylindrical wall 40 freely slides on the coils of the spiral clutch band while during the oscillating motion in forward rotation, the inner cylindrical wall 40 tries to unwind the spires and, in doing so, generates on same the inducing tangential force which enables the internal shaft 50 to be carried along by developing on the fastening 60 of the band 60, the required induced force F which must be equal to the converted driving force F whose variation as a function of the initial static pressure distribution and the number of the spires of the coil are also illustrated on FIG. 21.

In this way, the band 60 is subjected to a pure compressive force, and its fastening 60 which consists of a loop inserted inside a corresponding mortise, acting as a circular gnidey'in the driven shaft 50, does not submit thigsybj'ected end of the band to any secondary kind of less. Another feature of the selective receiving device is the specific shape of the free end of the coil, which forms a finger 69 whose end 60 is permanently under pressure, due to the bending moment imposed to the free ending spire of that coil, on the appropriate circular wall 40 of a collar 49 integral with the tubular driving shaft 40 while the angle 6 formed by the axis X X of said finger 60 with the direction N N normal to said circular wall 40 at the contacting point C is inscribed within the wedging cone, whose semi-apex angle 1 is a specific characteristic of the frictional surfaces. The direction of the opening of the wedging semi-apex angle e depends upon the oscillating motion in backward rotation where the end 60 of said finger 6% slides freely on the circular wall 40 while during the oscillating motion in forward rotation said circular wall 49 wedges the end 60 of the finger 60 which, in turn, reacts on same as an arch-buttress and transmits to the coils an inducing compressive force t which, by means of this device, is proportional to the tangential resisting force F as Well as the resulting tangential induced force F which carries along the internal driven shaft 50, as being applied to the fastening 60 of the clutch band 60 on same. The induced force F which is related to the inducing force 1 by the equation:

F =t .e f can be rewritten, under these new conditions, as follows:

FD: -F .e f -=F .e f

backward rotation of the oscillating tubulardriving shaft- 40, and which could result in a time-lag response at the next forward rotation of same. To prevent such a timelag response, some appropriate devices are designed as shown in FIG. 20 for limiting at the required theoretical infinitesimal value, practically equal tozero, the amplitude of the backward relative angular displacement of the coil which is required for unwedging same from the internal wedging cylindrical wall of the oscillating tubular driving shaft 40. The first device shown in FIG. 25 comprises the abutment A, mounted integral with the shaft attached to the coil 60, and disposed in such a manner that its upper side aa remains located at the allowed distance 0 from the lower side gg of the finger 60 of the ending spire of the coil considered in operation; The second device consists of the same as described above in which said abutment A comprises a resilient material inserted between its upper face and the lower face of the finger 69 of the ending spire to maintain between them an appropriate distance which is a function of the resistance opposed by the resilient means to the backward rotation of the coil. The third device, given as an example of the application of the process, consists to enclose the driven shaft 50 of the selective receiving devices inside a tube which is made of a resilient material. The clutch band 60 is wound without clearance around the resilient tube and its external diameter is slightly higher than that of the internal cylindrical wall 40 of the oscillating tubular driving shaft 40. When mounted inside same, said resilient tube maintains permanent pressure between the outside faces of the coil and the internal wall 40 of the driving member for generating between the inside faces of the coil and said resilient tube a tangential resistance, to the angular motion, higher than that generated by the wedging wall on the coils. In doing so the practical minimum value is obtained, corresponding to the theoretical infinitesimal value of the backward angular displacement of the coil, relative to its attached shaft 50, required for unwedging the coil from the internal cylindrical wall 40 during the backward rotation of the oscillating tubular driving shaft 40.

The pressure transmitted from said resilient tube for applying permanently the coil on the internal cylindrical wall 40 is low so that during the backward rotation of the oscillating tubular driving shaft 40 the behavior of the outside face of the coil on the inside face of said internal wall 40 is similar to that of the journal of an unloaded shaft-journal rotating in its bearing. The pressure transmitted from said resilient tube for applying permanently the coil on the internal cylindrical wall 40 can be either constant or variable in the axial direction as depending upon the either constant or variable thick ness of the profile of said resilient tube, moreover said variable pressure can be increasing or decreasing in said axial direction; therefore by means of an appropriate profile, said resilient tube is able to satisfy, at the same time, to the generation along the spires of the coil of any convenient law of the tangential inducing force distribution t =f(x), similar to those obtained from the constrained coils, shown in FIG. 21, and described above. The resilient-tube process can be applied in any case, for any purpose, alone or in combination with all other devices adaptable to it. FIG. 20 represents a part of a selective receiving member improved by means of such a combination of the devices described above and which can therefore operate as well as without any slippage and time-lag response to the transmission of the selected motion while the magnitude of the induced tangential force F which, as a resultis transmitted with an efiiciency close to unity, has not any practical limitation because this mechanical device can be built without any scale limitation.

Another feature of the selective receiving devices consists in that several band-like gripping members can be attached at once on the same shaft and mounted in inter-;

laced relation around same while their corresponding anchoring points are regularly distributed at equal angular intervals around it as shown, developed in a plane for a better presentation, in FIG. 25. The number of automatic clutch bands which can be mounted is theoretically determined by the corresponding optimum value of the ratio: I/D, relating the moment of inertia I of the cross section of the band to the diameter D of the spire of the coil for an efficient value of the corresponding pitching angle a common to all the spires of the different coils interlaced. In FIG. 25 is shown in the same way the arrangement of the semi-free ends of the corresponding coils set to work. Moreover, all the ending elements of the coils can be connected all together by means of a 

